Locomotive steam-engine for rail and other roads



UNITED STATES PATENT UFFICE.

JOHN miennes, or Tnomnmit. imma.

LOGOMQTIVE BTEAM-ENGINE FOR BAIL .AINE OTHER ROADS.

To alt ltvmm it muy confirm `13e tt. known that I, Joni: Hochmut, of'lhomnstoin in the Stute of Moine, have n vented n new sind usefulimprovement or tltprovcments on locomotive-engines used on railroads andcommon roads by which inclined planes and hills muy he ascended andheavy loads drawn up the suine with more facility and eeonomv thanheretofore, ncl hywhich the evil eflects of frost. ice, snows.. andnnn'l yon the ruil causing the wheels to slide nre obVinted.

The ohstucles met with in ascending inclined planes jtvith locomotivesdrawing heavy loads after them, are 'the want of power in the engine;and the deficiency of adhesion to the railsgmy improvements arel desined to give n multiplied ttnctive power to l 1e locomotive and toprevent the evilof the sliding of the wheels., and for these.improvements I havemnde application for e potent to be issued accordingto the ypro visions of law. The 'followin is1afull and exa'ctdescription of sai improvementa To werent. `the Awheelsgfroni sliding onthe rails make use of n check rnil,and retreating regs, the cogs areapplied in the following manner, the wheels are. made in the commonforni except, that the rim is somewhat wider from the flange to thenutside of the trend it should be no wider than to pass the railsufficiently, and its width must. he further extended 12 inches. Thisextended part of the rim at the periphery thereof is li inches 'less indiameter than the hearing periphery.

v The accompanying drawings are mntle a port of and are referred to inthis desription for the better understanding thereof.

A transverse section of the rim is seen at n. in Figure 2, Mnl it ismore fully shown l in Fig. 3. 'This extended rim is pierced. withtearing 24 holes. or square sockets, where the wheel hats l2 spokes. forthc reception of the retreatin" (lugs, they are l-l inches square :itequal. tliel'uncea;v apart, and 1ll inch from the part. of the run, therugs nuove freely tn these .sockets in the direction of the radii they:tre vshown nl, Ii, b. b. (i, in Fig. l,

'they have shoulders on their inner ends to stop their outward motion:intl the)l project -hrungsh the rim i* of an inch, leaving theiroutwnrtl omis. chntnferctl, unti rurvcll :is Shown in the drawings. thecoge nre kept in their places by spn'nl'sptmgs pressing npc-n theirheads with sutiioient force to project lhom outward easily when pressedup into their sockets, the spriugol react, uguinst the top of :i cup, orruse mudo. to incluse, und protect them from muil or other impedimentsto their easy action, the case is in form of the section ot" n cone, nmlmuy he seen nt Vt', lV, lfig. l, it is fitted, und screwed firmly to therim, the upper cnil being supported by hruces rl, (l, which :trofastened to the spokes, nttachctl to the cogs is a' rod about half aninch diameter pusaing up through the spit-nl spring und freely throughthe top of thel ense, und bruce projecting hnlf nu vinch above. This rodguides vthe n'iotion of the cors. lthe case may he about 2 inches high,mul inches broad at its hase.

lhe check ruil il, is placed on the outside of the bearing rails so fordistance that the hearing part of the, rim of the wheel cannot reachitfwhen runningrios'e to its flange, the teeth are 3 of an inch indepth, nml such kdistances apart that the cogs will take against every3d, 4th, or'th tooth according as there may be a greater Oriess distancebetween the gs. The check ruil is fastened by nails, or otherwise to thesills at such lt-.cation that; the bottom of thc teeth shall he levelwith the top of the bcarinf ruil, the nach part of the teeth are slope(:unl curved, nml their front` or flange is made to slope. batch about l;of :in inch. the ruil muy he it inches squarcmcnsuring from top of theteeth. lThe periphery of the extended rim should run close to the teethof the rail, hut not so n'cur its to touch them. Ourthe locomotivesarriving nt the foot. of an inclined pinne where the check rnil is laidif the cogs do not happen to come in geur with the teeth oi the rail,lint touch upon them the)r readily retreat ont of the we v its the.wheel rolls along oll'ering no nmtetiul resistance to its motion,n'hle'the wheels adhere to the hearing milf: the nid ot' the hogs is notwnutetl. :is soon :is the increase of truction occasions them to Slidethe cogs instnutly slip into geur, and hohl the wheel again in the sunt@nntnner relieved from their pressure u uitlst the think of tlv teeth asthey ruin: hehinil the wheel. 'ihctr nction is uttentirtl with rcrylittle frictione acting only when necessary to supply the deficiency ofadhesion and their pressure against the tlnnlr of the teeth is only thebalance of leverage which is not sustained by the sdhesion at the treed.They are not subject to the evils attending the use aliixed coge whichmust almost necessaril be broken in their first contact with s rocrrleid st the foot, or top' of an inclined plane if they do not chance toenter into geur, and whose stubbornness subjects them to frequentaccidents, and injury, besides the great friction which attends theiraction under all circumstances. The retreating coge are endowed with thefncuity of getting out of the way when not wanted, and of instantlybeing in service without prompting, when their need is necessary. Forplanes much inclined the distance between the teeth should be such thatthe coge shall over lay them about 1l, of an inch. The coge should beapplied to each of the workin wheels.

To enab e locomotives to ascend inclined planes with heavy loads it isnecessary also to give them sn increased trsctive power; I effect thltobject in the following manner, which in described es sp lieeble togeared locomotive engines, but a locomotives may be geared for thispurpose. There are the driving shaft takin its motion from theconnecting rod and t e followingshsft communicating the motion to themsm werking wheels by cranks, and shackle-bars. On the drivin shaft areoog wheels A., C, Fig. 4, fixed t0 the shaft, on the following shaft areccrresponding wheels B, and. ke t eontantly in gear with A, and C. B,and are loose on the shaft, and revolve freely around it excet when theare alternately fixed, and heldptirmlv by e spears E and F, on eitherside of B, and D, are the supports G, and H, fixed to the shaft, theyare perforated for the blades of the spears to pass throu h and enterbetween the urmsof the oog weels. The gs har l hss two forks whoserongsliein e ooves around the w ich are moved s together laterally ymeans of l. lever applied bo the gege'- bar, conveniently laced underthe commend of the engineer, e spears have the aid of s feather on theshaft, as well es of the su rta G and H. By this means the whee s 1nd Dare alternately held fest to the shaft as occasion may nire, when one isfast, the other revolves reely around the shaft without impediment tothe one in service.

It is readily ived that by increasing the diameter o the wheel D, anddiminishing C, the tractive wer of the engine may be increased four oldif desired in chan ing the running gear as above described. and B, arethe common moving gear combin ing in due proportion speed, und power forthe level, and moderately undulating part ofthe rond. On enterin uponthe ascent of un inclined plane, or hi as the momentum acquired on thelevel is spent, and the power of the engine begins to fai, the engineer,cutting o the steam for nn instant, removes the spear E, and brings theother into gear by a single motion of the lever, without stopping theprogress of the locomotive. lt is t us enabled to move on up the lanewith less speed than un a level but wit u redonbled power. When arrivedat the summit the other wheels are brought into action again in likemanner, and the locomotive proceeds with its accustomed speed. 'lhctrsctive power of the engine may be thus doubled, trebled, or quadrupledto adapt it to the rading of the road on which ii. ig L0 be Another modeof changing tho gearing b holding fast the two wheels B, and D, aternately is by means of levcrs placed in a. groovelengthwise the shalt,one srm of which being raised operates like s feather entering s notchor groove in the bush of the wheel, the xrms of the levers nre raised,and depressed by n slide, and gage bar ss shown in Fi 5.

Another mode isiy moving the wheels E, and D, into, und out of arulternstel by s lst/eral motion on the s aft, effected y s gege bar witharms, es shown in Fig. tl, us also another mode as at Fig. 7. I havealso s method of drewin the retreating cogs within their sockets. ut Ido not consider this as neeessa to their successful ap liestion and use.t is however describe here as there may be circumstances undermhich itsadoption may be useful. It is thus: the rod attached to the cog iscontinued of n. diminished size, not exceeding 11 of an inch, to within1i inches of the nave where'it psssen freely through the end of a leverwhich lifts against n. nut on the ond of the rod. This lever seen nt inFigs. 2 and 3, passes in the direction of the axle inward, moves on sivot in the projecting part of the nave nt and the other arm inclinestoward the a as shown in Fi'f's. 2 and 3. Encirclin the axle at l, is a.circular slide through olea in which the arms of the levera pesa, undwhen moved on the axle from thensve it raises the arms from the axle,and thus draws the coge within their sockets. This slide is moved by thegage bar M, havin prongs which rest in the groove aroun the outer ed eof the slide This like the other gage are, are moved endwise in fixturesby means of l lever placed in any convenient manner to be within reachof the engineer. By this means whether the engine be nt rest or inmotion, all the coge are drawn into their sockets at once by s singlemotion of the engineer. There is one lever between each two spokes, eachraising two cogs. The principal advantage of this is the withdrawing thecogs from uction in not claim the aaid descending a plane, where a checkruil in laid when eir use is not neeeary, and thus avoiding the=wear ofthem. It may be found useful too on curves in an ascending plane towithdraw the cop of the inside wheels from action, facilitating theadjudment of the wheels to the curved rails.

Now what I a my invention arr- 1. The retreating ooge operated u by aspring, and the manner by which oy are made to operate with trillifrictionl and the combination therewith o the machinery by which theyare drawn into their sockets, and their application in connection with acheck rail to prevent the sliding of the whelelaofalooomotiveonthorailnofi'nrnil` roa 2. Abo the application andcombination with the movi gear o locomotive engifncs, edf tthe aggtionalwheel, and the a oresal cscri lpeara, an su ports, and gage bara, soarranged aa to proiuce nt pleasure a multiplied tractive power, as wellmi railroads al on common roads: But I do rl, l ne, 21E har, and wheelsof lferent y which power' and velocity are increased, and diminished orordinary mechanical pm'- lwses, but their a licatiomand combinationonlyaaaforesai nordolclaimtobethe inventor of the check rail; Icontemplato the further application of the principle of this inventionby making une of a flat sprir in stead of a spiral a plied either to thecad oftheco ,ortotlietopofarodattached thereto; le spiral spring mayalso be placed at the nave., and I contemplate the application of theretreating ooge to a single wheel placed in the center between the nuls,and nlsotoarixntobemadeontbeinsideofthn Mns@ 8. I also propone theapplication of this improvement to all parte of a railroad in seasons,and regions of fronte, ice, and anowa, and whenever the inclination iano great al to require the reversed wer of the`enginetochecktliedesoent,an whenethendhesion o! the wheel is insullicient forthat purpose, thecogsmaybeaoformedastotakeagainnt the check rail indescending as well as ascendin; another mode of working the leverswlchraisethecogsisbymeansofa hollow oone surrounding the axle neon at p,in 3; as it is moved forward by the gage bareendaoftliearmaalidenpmshnllow groovee on ita surface.

w JOHN BUGGLES.

tnenea:

Cnaaxxs W. Hmm, Jlro. Faxnxa

